Fairground ride, safety system, method for operating a fairground ride, and method for recovering a car in a fairground ride

ABSTRACT

An illustrated track section  2  of an inventive fairground ride  1  has a primary transport system  4  (lift) with a first conveyor chain  5,  first chain wheels  6,  and a first drive  7  for driving the first conveyor chain  5.  The car  3  is transported by means of a first dog  8,  which engages with the conveyor chain  5.  In addition to the primary transport system  4,  the fairground ride  1  has a secondary transport system  9.  The secondary transport system  9  is arranged parallel to the primary transport system  4  and has redundant elements, namely a second conveyor chain  10 , second chain wheels  11,  a second drive  12,  and a dog  13  attached to the second car. Should the first transport system  4  fail, the second dog  13  can take on the full load of the car  3  and transport the car  3  further.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to a fairground ride, comprising a track, atleast one car capable of moving along the track, at least one firsttransport system for moving the car along the track, wherein the firsttransport system has at least a first drive. Furthermore, the inventionalso relates to a safety system for a rail-mounted car in a fairgroundride. In addition, the invention relates to a method for operating afairground ride, particularly as described, wherein the car, coupled toa conveyor element moved at a first speed, is moved by means of a firstconveyor system along a travel path, and a method for effecting recoveryin a fairground ride.

2. Description of the Prior Art

Roller coasters are hugely popular with a broad section of the generalpublic. The experience of riding in a roller coaster imparts not onlythe joy of speed and height but also a certain thrill and a mixture ofsensations.

To strengthen the positive image that roller coasters enjoy in public,it is important for manufacturers and operators of roller coasters aliketo offer the highest safety standards. Attention must be paid inparticular to ensuring that an unscheduled car stop, even at aspectacular point on the travel path, has no negative consequences forpassengers. Moreover, such a failure must lend itself to simple andefficient resolution.

Despite the most modern fault-tolerant control systems and best-practicemaintenance, the causes of technical failure can never be totally ruledout. In extreme cases, the passengers may even have to be evacuated orrescued from the car in the event of a malfunction. This is always thecase if there is even the slightest doubt that not all the safetyfeatures needed for safe onward movement of the cars are definitelyavailable.

The main risk of a lift hill is that the car to be transported upwardswill roll back out of control and the passengers experienceimpermissible acceleration forces. Furthermore, there can be a risk of ahigh-speed collision with a following car. This risk is usuallyprevented by means of a so-called anti-rollback device, which worksindependently of the actual transport device. This device allows the carto move forward and—usually by means of a kind of ratchetmechanism—prevents the car from rolling backwards in the event of afailure. This means that in the event of a failure, such as a powerfailure, the car can be moved neither forwards nor backwards. Thepassengers must then be evacuated from the car. The steeper the lifthill, the more difficult, more awkward and dangerous it becomes toevacuate people from a car.

In the case of vertical lift hills, particularly those which turn intooverhead positions, prolonged periods of time in an overhead positioncan be harmful to health. This rules out the use of all previously knownapproaches. In particular, the use of a conventional anti-rollbackdevice is very problematic, because it prevents the car from beingreturned to the start of the lift hill.

SUMMARY OF THE INVENTION Object of the Invention

The object of the present invention is to provide a fairground ride, asafety system for a fairground ride and methods for operating afairground ride and for recovering a car, with the aid of which a carcan be recovered safely and simply in the event of a malfunction.

Technical Solution

This object is achieved with a fairground ride according to claim 1, asafety system for a rail-mounted car in a fairground ride according toclaim 8, a method for operating a fairground ride according to claim 12and a method for recovering a car in a fairground ride according toclaim 15. Characteristics of advantageous embodiments of the inventionarise from the dependent claims.

A Fairground ride according to the invention comprises a track, at leastone car that can be moved along the track, and at least one firsttransport system for moving the car along the track, wherein the firsttransport system has at least one first drive. In addition, thefairground ride has at least one second transport system for onwardtransport and/or braking the car should the first transport systemmalfunction.

The track is usually determined by a guide or rail system, on which atleast one rail-mounted car can be moved along the rail. The tracktypically features ascents and descents, wherein in regular operationthe car masters an ascent by means of the first transport system (lift,lift hill).

The basic idea of the invention is to provide, besides the regulartransport system, a further, redundant transport system, with eachtransport system capable on its own of moving or braking/catching thecar. In this way, safety need not be compromised. Apart from the factthat nobody needs proceed to the scene to interfere with the car or thetransport system, the redundant transport system can ensure that thefailure of the primary transport system goes virtually unnoticed by thepassengers because the secondary transport system can provide onwardtransport of the car without disruption. Nor is there any need foradditional devices to be conveyed to or docked onto the point at whichthe car is located at the time of the malfunction. The installed outlayof redundant parts provides especially for the safety of the entiresystem. The redundant transport system can be viewed as a recoverysystem, as it facilitates onward transport of a car if the primary driveor conveying system has failed. If the car has a chain-hook (or othercorresponding means of docking to the transport chain or other transportmeans) which releases itself from the chain, the car can be transportedwith the safety chain (or other transport means) both forwards andbackwards if the transport chain is blocked. Here, a system of chain andchain hook is taken to be representative of other transport and dockingmeans, such as cables with cable clamps, pusher car, recovery vehiclesetc.

The transport systems may be of a similar or different nature. Forinstance, two chain drives with a link chain, a chain drive and a cableor a drag car driven by round steel chains etc. may be used. Counting asa transport system are, for instance, the drive, power transmissionmeans, for example, the transport chain, coupling means (for example,dogs, chain hooks), chain wheels, brakes, etc. The systems are redundantin all components, but can be of different design or of differenttechnology. Thus, the chains and the chain wheels only might be of thesame type, but have different tasks. Both transport systems can performall the requisite transport functions (including transport in differentdirections) and stop the car or act as an anti-rollback device.

The redundant transport system can also be designed totally differently,however, such that it does not work “parallel” to the first transportsystem, but, for example, at a time lag. Thus, it is conceivable toprovide a first conventional transport system with conventionalanti-rollback dog. The second transport system can be a “rescuecarriage”, which, in the event of a malfunction, couples to theanti-rollback dog or the car and then transports the car further. Therescue carriage can, for example, be a dog which is moved on its owntrack and is driven by means of a cable, a chain, etc.

Alternatively, the second transport system may comprise a rescuecarriage, with the second transport system formed such that, in theevent of a failure, the rescue carriage is moved towards the blockedcar. Due to the docking of the rescue carriage to the car, the lattercan be disengaged from the anti-rollback dog or a conventionalanti-rollback device. This happens, for example, by spring-loadedpushing of the rescue carriage onto rods and/or a Bowden cable. Once therescue carriage has slightly raised the car such that the anti-rollbackdog(s) is/are released, these become and remain disengaged due to thespring preloading. Downward transport of the car is thereby possible.

With the aid of this system, the car can be transported automaticallyboth forwards and backwards. The system can have its own guides, its owndrive and its own conveying means and be provided both with mainselectricity and with an emergency power supply via its own control unitwhich is independent of the system control unit. Preferably, a specialchain hook is provided for the functioning of such a system, said hookreleasing automatically when the chain is released. Otherwise, backwardstransport would not be possible if the chain was blocked. Alternatively,of course, just as described for the anti-rollback device, the chainhook may be disengaged by means of a comparable mechanism through thedocking rescue carriage or a docking dog. This solution includes as arule the provision of a classic anti-rollback device with ratchet. Thecatch(es) and if necessary the chain hook(s), however, are disengagedfrom the ratchet fully automatically by means of the rescue carriage.

A fall on the part of the car can be intercepted much more gently with asecond transport device than with the rigid rack, since the shock whichoccurs is not determined by the height of fall resulting from the toothpitch, but by the braking force at the second transport device, forexample, the safety chain. Since the car is then caught in the safetychain, it can immediately be transported onwards by the latter withoutadditional measures being needed. Especially, the second transportsystem has at least one second drive. The primary and the secondarydrive can be the same or different.

Thus, the two transport systems can definitely be of the same design andstill have very different properties regarding load and thus wear,durability and safety, for example, on account of the fact that innormal operation, the first transport system bears approximately 90% ofthe load while the second transport system accounts only for theremaining 10%. This can be ensured inter alia through the drive conceptof the secondary transport system, as described in more detail below.

The first drive can be a conventional drive unit, for example, amechanical drive unit with a three-phase motor and frequency converter,a transmission and external brakes. The second drive can be a hydraulicmotor of high torque, without a transmission, but with a brake. Thissecond drive can be operated in a first operating mode for normaloperations and in a second operating mode for recovery.

In the first operating mode, the hydraulic motor works at low pressureand high speed, such that, for example, the second conveyor chain ismoved slightly faster than the first conveyor chain. Due to the slightlyhigher speed, the second conveyor chain always docks onto the second dogof the car. As a result, once docking onto the second dog occurs,synchronization is achieved between the two drives, and the secondchain, by virtue of the limited torque of the second drive, only takeson a small proportion of the total load to be transported (for example,10% at most). The corresponding dog of the second transport system isalways in contact with a chain link until the car leaves the chain.

In regular operation, therefore, the conveyor elements of both transportsystems remain in contact with the car. No additional forces occur thatwould act as a burden on the conveyor elements. Insofar as, for example,the dog of the first transport system fails, the control unit can stopthe lift to allow the staff to decide on what to do next. In contrast toa conventional anti-rollback device, however, the car does not roll backto the next tooth of the ratchet bar of an anti-rollback device andgenerate very high forces due to the energy to be absorbed and theresulting shock. Since the second dog is already transferring forcebetween chain and car, it is ensured that it is already making contactand the car is gently brought to a standstill by the second transportsystem, as a result of which no particularly heavy load is generated.Both conveyor elements can take on both functions, namely that oftransport and anti-rollback device. After one system fails, the secondtransport system bears and transports the entire load. When the car isbeing transported by only one transport system, the other transportsystem takes on a safety function, for example, the function ofanti-rollback device. Thus, in regular operation, the second transportsystem acts as an anti-rollback device which travels along with thefirst conveyor element.

In a preferred embodiment, the first transport system and/or the secondtransport system has at least one anti-rollback device to prevent abackward movement in the event of malfunction by the first transportsystem. The second transport system can act as an anti-rollback device,should, for example, a chain or the dog of the first transport systembreak, since the dog of the second transport system is always in meshwith the conveyor element of the second transport system anyway.Similarly, the first transport system can act as an anti-rollback deviceshould the second transport system fail.

The fairground ride is therefore equipped with a recovery system andadditionally with an anti-rollback device. In this regard, theanti-rollback device system need not consist of the conventionalelements mounted permanently on the track, such as rack and catch orclamping or friction elements. The second transport system for recoverycan be used without additional outlay for the anti-rollback device,because it is inherently capable at any point of transporting, brakingor holding the car in position. The second transport system, insofar asit acts as anti-rollback device, greatly cushions any shock which occursor completely avoids it. In other anti-rollback device systems, in whichhigh systemic shock forces occur, technical measures are taken to limitthe forces engendered (for example, a ratchet bar, which, when the forceacts can push against the structure or is supported on an element whichcan absorb energy). In contrast to such devices in which energyabsorption is possible only once, the secondary transport system canserve as anti-rollback device as often as required without furthermaintenance. This means that the anti-rollback device is very gentle onthe passengers, car and all elements of the transport and anti-rollbackdevice facility and that onward transport of the car is possible withoutcompromise to the safety of the anti-rollback device.

Preferably, the system has independent brakes for the first or thesecond transport system for immobilizing the chain, and/or independentcontrol units for the drives, which can be operated both from the mainssupply and/or from an emergency power supply. When a chain becomes asafety chain and the brakes use this chain can depend on a number ofcriteria. These criteria can pertain to electrical (signal) ormechanical parameters (for example, releasing an overload clutch).

Especially, the first transport system has at least one first conveyorelement which can be moved by the first drive for the purpose oftransferring the driving force of the first drive to the car.

Preferably, the fairground ride has at least a first coupling elementfor coupling and/or uncoupling the car to/from the first conveyorsystem.

In a preferred embodiment, the second transport system has at least onesecond conveyor element for the purpose of transferring the drivingforce of the second drive to the car. The first and/or the secondconveyor element can be, for example, a conveyor chain. The secondconveyor element can be provided instead of or in addition to a ratchetbar or other anti-rollback device element and/or other recovery system.

In a further preferred embodiment, the fairground ride has at least onesecond coupling element for coupling and/or uncoupling the car to orfrom the second transport system. Typical coupling elements arepositive-locking or frictional dogs, chain hooks, which, for example,engage with one of the conveyor chains. For each transport system, thecar can have at least one, two, or more coupling elements.

An inventive safety system for a rail-mounted car in a fairground ridehas a redundant transport system, which, in addition to a firsttransport system for moving the rail-mounted car, is arranged parallelto the latter. A parallel arrangement in this context means that bothtransport systems are capable, at least in a certain section of thetrack, of moving the car independently of each other. The redundantsystem can therefore transport a car from the section of the trackonward. The transport systems can, such as in the case of two parallelchain conveyors, be simultaneously in operation, even if one of thesystems is not carrying a load. However, it moves with the first systemand so is always ready to provide transport immediately after a failure.

Preferably, the first transport system has at least one first drive, andthe second transport system has at least one second drive.

Especially, the first transport system has a first conveyor element, andthe second (redundant) transport system, a second conveyor element.

Preferably, the first transport system has at least one first couplingelement, and the redundant second transport system, at least one secondcoupling element. The coupling elements can be arranged on the car or onthe travel path. In the case of the claimed safety system, for example,a first coupling element of the regular transport system is providedwhich disengages from the chain by itself. As a result, if the firsttransport system is completely blocked, the car can be transporteddownwards by the second transport system. During a regular transportoperation by the first transport system, at least one coupling elementeach should always be in engagement with a respective conveyor element,with, at the beginning or end of the transport, a phase capable of beingprovided in which the coupling elements are made to engage or disengagewith the respective conveyor element. In addition, the coupling elementshould be capable of overtaking the corresponding conveyor element. Thisis an advantage when a conveyor element may be blocked, but is stillintended to act as anti-rollback device. During onward transport withthe other transport system, in this case the overtaking function must beguaranteed. Moreover, in this use, it must be ensured that the couplingelement can reengage if necessary.

In principle, the second transport system can also be formed such, that,while it has its own conveyor components, such as its own conveyorelement, coupling element, its own brake, etc., but not its own drive.The second conveyor element can be coupled to a common drive. In thecase of a malfunction either the common drive can take on the job oftransporting. However, it may also be that the second transport systemhas one brake only (its own), for example, an electronically controlledbrake, and acts as anti-rollback device in that, in the event of amalfunction, the car is gently braked over a certain stretch by thesecond transport system.

The second transport system may also be designed as an accompanyingrescue carriage, which, as needed, couples to the conventionalanti-rollback device (for example, a ratchet bar) travelling with thecar. Co-travel can be effected with a slide or a car (catch-car), acable with dogs, a travelling chain, etc. Once the main transport system(the actual drive or lift) is inoperative, the accompanyinganti-rollback device can act as a transport device and the maintransport system can take on the anti-rollback device function.

In an inventive method for operating a fairground ride, particularly asdescribed above, a car is moved by means of a first transport systemalong a travel path at a first speed, with the car being coupled to aconveyor element moved at a first speed. A second conveyor element of asecond transport system is additionally moved in parallel to the firstconveyor element at a second speed.

In a preferred embodiment, the car in regular operation is in engagementwith the second conveyor element once this, by virtue of its secondspeed, has closed any gap between conveyor element and coupling element.After engagement of the second coupling element has occurred, however,the latter bears little or no load, since the second transport systemacts on the car at the first speed, but with a lower load.Alternatively, the car in regular operation can be uncoupled from thesecond conveyor element, with the car coupling to the second conveyorelement to take on the function of anti-rollback device or secondarytransport system for onward transport.

In a particularly preferred embodiment of the invention, the secondspeed is at least as high as the first speed. This applies until a gapbetween the second conveyor element and the second coupling element hasbeen closed after the start of the transport process. Then, the secondspeed is the same as the first speed.

Basically, the second conveyor element can stand still or move at thesame or higher set speed than the first conveyor element. At low speeds,however, a clicking noise is caused by the impact of the second couplingelement on the second conveyor element, as soon as the car moves andthereby overtakes the second conveyor element. This could becounteracted with known methods. Preferably, however, the safety chainmoves at the same speed as the transport chain, with a relative motionbeing avoided between the coupling element and the safety chain.Preferably, the safety chain has an even higher set speed than the firstconveyor chain until the coupling element of the (redundant) safetychain is also in contact with the car. From that moment on, it moves atthe same speed. In other words, the second speed has an equal orslightly higher set value than the first speed. Through slippage orregulation, however, synchronization is enforced after the couplingelement makes contact with the conveyor element.

In this inventive solution, the safety chain also acts as anaccompanying anti-rollback device. The safety chain (second conveyorelement) is practically redundant to the transport chain, i.e. thesafety chain can be operated independently of the primary transportchain. If the first coupling element is a self-engaging or dockingelement, the primary transport chain takes on the function ofanti-rollback device in the case of transport with the safety chain. Inthis case, the first coupling element overtakes the first chain. It may,for example, be gently coupled to the primary transport system andtravel with it at the same speed under no load, such that, in regularnormal operation, no or little force acts on it and it is therefore notsubject to wear. Synchronization to the same/higher speed can beeffected both electrically and mechanically (for example, a switchableor sliding clutch or an overload clutch or other). A hydraulic motorwith limited load moment takes on this function automatically.

Preferably, for every chain, the car has two or more dogs in orderadditionally to obtain redundance should a dog for onward transportfail. Furthermore, as a result, the backlash (height difference betweenpositions at which the car can couple to the chain) and thus the strainon the components can be reduced. For example, the backlash is dependenton the chain pitch in the case of a chain and on the tooth pitch in thecase of a ratchet bar. In order to reduce the backlash, it is necessaryfor the dog not to be spaced exactly at multiples of the chain pitch,but rather to be offset, for example, by a ½ chain pitch. Thus, usuallynot all dogs are engaged with their respective transport element, butrather only one dog with each transport element. The secondary transportelement in normal operation bears little or no load in order that it maybe able to absorb the load “unworn” in the event of a malfunction. Inthe event of a malfunction, for example, a failure of a dog, a chainsystem, a drive, a coupling, a controller, etc., the dog is alreadyengaged with the redundant chain and assumes the entire load.

The assumption of a small load by the secondary transport system innormal operation may be implemented mechanically or by regulation. Aparticularly preferred solution, however, provides for the drive for thefirst and especially the second conveyor element to be a hydraulicdrive, which is limited in torque, but which, as long as the dog doesnot transfer load, runs slightly faster than the primary conveyorelement. Once the dog (chain hook) transfers load to the second conveyorelement, the hydraulic drive acts like a sliding clutch.

Where a hydraulic motor, a valve, especially a non-return valve, can beemployed on the pressure side of the motor. This allows very simple,highly responsive prevention of rollback without actuation of a brake.If this non-return valve is pilot operated and if a throttle or baffleis provided in the fluid line, controlled downward travel can beachieved with simple means because the throttle or baffle limits themaximum speed downward.

In one embodiment of the invention, the car has a rigid dog whichtransfers the forces in both directions to a non-driven conveying means.If the car is dragged upwards by the main drive system, the passivesecond conveyor element is thus also moved. If the main drive fails inthe event of a malfunction, the passive second conveying means can actas anti-rollback device if, for example, it prevents a backward movementby means of a freewheel or an hydraulic motor with non-return valve(NRV) at one of the idler wheels. In the case of the hydraulic motorwith NRV (which really only serves as a pump), once the has beenuncoupled, for example by means of a switchable coupling.

Preferably the drive for the secondary transport system is a low-powertype which can be operated in at least two operating modes. In a firstoperating mode, the drive acts at high speed and low moment, and in asecond operating mode at low speed and high moment. The first mode ispreferred for regular operation while the second mode is used in theevent of failure, i.e. failure of the primary transport system.

In the context of the invention, it is possible for the two transportsystems to be operated by a common control unit. One of the twotransport systems, however, can also have a control unit that isindependent of the system control unit (“auxiliary control”).

In a preferred embodiment, it is possible to switch from the “maincontrol” to the “auxiliary or emergency control”.

It is possible for both transport systems to be operated with a commonpower supply, or for both transport systems to be operated withindependent power supplies. Preferably, it is possible to switch betweenthese power supplies.

An inventive method for recovering a car in a fairground ride comprisesone or more of the following steps: a) provision of a primary transportsystem; b) provision of a secondary transport system, with the secondarytransport system especially capable of being driven independently of thefirst transport system; c) connection of the car to the secondarytransport system should the first transport system fail; and d) onwardtransport of the car by the secondary transport system.

Connection in step c) does not necessarily mean that the dog engageswith the safety chain only at the moment of malfunction. Rather, thesafety chain can run load-free at roughly the same speed in normaloperation. The connection in step c) corresponds to take-over of theload by the second transport system.

By way of further step between steps c) and d), the car can bedisconnected from the primary transport system.

In the event that the second transport system comprises an embodimentwith a rescue carriage, the method can comprise one or more of thefollowing steps: a) Hooking of a blocking element, for example, into aratchet, in the event of a failure; b) docking of a rescue carriage tothe car; c) disengagement of the blocking element to release the car,with unhooking being effected directly or indirectly by docking orduring docking; and d) onward transport of the car by the rescuecarriage.

In the context of the invention, protection is sought for all of theabove characteristics individually and in all possible combinations.Characteristics and advantages, which were described in connection witha device, are also to be analogously viewed as characteristicsassociated with the method (and vice versa).

BRIEF DESCRIPTION OF THE DRAWINGS

Further characteristics and advantages of the invention result from thefollowing description of preferred embodiments using the figures. Theyshow in

FIG. 1 a section of an inventive fairground ride;

FIG. 2 a perspective view of an embodiment of the invention, and

FIG. 3 a sub-section of an embodiment of an inventive transport system.

DESCRIPTION OF PREFERRED EMBODIMENTS

FIG. 1 shows a section of an inventive fairground ride 1. The tracksection 2 shown has a travel path, such as a rail system with an ascent2 a, a peak 2 b and a descent 2 c. A rail-mounted car 3 is shown in theascent 2 a and in the descent section 2 c.

In the ascent 2 a, the car 3 is transported via a primary transportsystem 4 (lift) in the conventional way over the peak 2 b of the travelpath 2. The primary transport system 4 has a first conveyor chain 5,first chain wheels 6, and a first drive 7 for driving the first conveyorchain 5. The car is transported by means of a first dog 8, which engageswith the conveyor chain 5.

In the ascent 2 a, the car 3 is connected to the first transport system4 by engagement of a first dog 8 with the first conveyor chain 5 and istransported over the peak 2 b. In the descent 2 c, the dog 8 isdisengaged from the conveyor chain 5, such that the car 3 can overtakethe first conveyor chain 5 due to downward gravitational acceleration.The dog 8 of the car 3 is automatically disengaged on account of itsgeometric shape and its kinematics and must thus be able to perform anovertaking function. Moreover, the overtaking function serves thepurpose of enabling the car to overtake the chain in the event of afailure, a very fast chain-stop or a broken or blocked chain. Thisfunction is basically achieved by means of a catch which meshes undergravity and/or spring force and/or other acting forces with the chain 5,said catch having a chamfer in the direction of travel that permits thecatch to overtake chain links.

In addition to the primary transport system 4, the fairground ride 1 hasa secondary transport system 9. The secondary transport system 9 isarranged parallel to the primary transport system 4 and has redundantelements, namely a second conveyor chain 10, second chain wheels 11, asecond drive 12, and a dog 13 attached to the second car. The secondarytransport system 9 has, for example, its own drive system 12 with itsown generator, which permits the car 3 to be transported in one or bothdirections. In addition, the second transport system 9 can have its owncontrol unit. The second dog 13 is engaged with the second conveyorchain 10. In regular operation, however, the second dog 13 bears asmaller load than the first dog. Only in the event of a malfunction canthe second dog 13 take on the full load and transport the car 3 further.

In FIG. 1, for the purpose of illustration, the first and second dogs 8,13 are drawn as if they were arranged in succession or longitudinallyoffset from car 3. Preferably, however, they are arranged side by side,such that the second dog 13 would normally be obscured from the firstdog 7 in the side view of FIG. 1.

Especially, however, two or more than two dogs can also be provided foreach chain in order that the maximum rollback section can be reduced bya factor of 2 (the arrangement of the second dog between two chain linksreduces the rollback section to half the distance between two chainlinks). Should car 3 roll back due to a failure, the load acting on thecomponents of the transport systems and the occupants of the car 3 isthereby reduced.

All of the dogs can be identical, for both the primary transport system4 and the secondary transport system 9.

In normal operation, the second conveyor chain 10 of the redundantsecondary transport system 9 moves at a slightly higher set speedrelative to the first conveyor chain 5 as soon as the second dog 13engages with the second conveyor chain 10, and thus at the same speed asthe first conveyor chain 5. The second conveyor chain 10 bears (in thecase of synchronization) only a small portion of the load. In event of afailure, the second transport system 9 takes on the function of ananti-rollback device and a recovery system, and so in doing takes on thetransport function of the first transport system 4. The anti-rollbackdevice in this embodiment is effected by a first brake (not shown),which acts on the first chain wheel 6, and by a second brake, which actson the second chain wheel 11. In this way, the 3 car can be safelyadvanced to a desired location.

The elements become even clearer in FIG. 2. The same elements arelabelled with the same reference numbers as in FIG. 1.

Especially, two parallel conveyor chains 5 and 10 are arranged along asection of travel path 2. In regular operation, the primary transportsystem 4 is the main transport system, which bears the bulk of the loadand moves the car. The secondary transport system 9 is an auxiliarytransport system, which moves at the same speed, possibly at a higherset speed, but with less torque and less load. Only in the event of amalfunction by the primary transport system 4 does the secondarytransport system 9 take on the load and move the car 3 at higher torquethan in the low-load mode. Moreover, the secondary transport system 9acts as anti-rollback device should the primary transport system 4 fail.

FIG. 3 shows a sub-section of an embodiment of an inventive transportsystem 4 for a fairground ride 1.

The transport system 4 has an endless conveyor chain 5, which isarranged along a transport section of a travel path 2 for rail-mountedcars 3. The conveyor chain 5 is deflected or guided by a first chainwheel 6 a and a second chain wheel 6 b. The first chain wheel 6 a isrotatably mounted about a first axis A. The first chain wheel 6 a isthat chain wheel which is the next chain wheel immediately behind thetransport section and which effects a deflection of the conveyor chain5.

As schematically indicated in FIG. 3, during its movement along thetransport section, the car 3 is connected with the conveyor chain 5 viaat least one dog 8 and is therefore transported over the peak on thetransport section.

In accordance with the invention, at least the first chain wheel 6 a ismovably mounted relative to the travel path 2. In the embodiment shown,the first chain wheel 6 a is arranged so as to swivel about a secondaxis B via an arm 14. The swivel axis B is fixed in position relative tothe lift construction 2. The arm 14 or the chain wheel 6 a are preloadedagainst a stop 15 by means of a spring 16. The second side of the spring16 is mounted to a permanent mounting element 17, which is connected tothe lift construction 4.

A stop 15 restricts the deflection of the first chain wheel 6 a in afirst direction R in which the first chain wheel 6 a is preloaded.Especially, the preloading force is equal to or slightly greater thanthe greatest force occurring in normal operation. Optionally, a damper18 may be arranged parallel to the spring 16. If the car 3 rolls backagainst the preloading force, the first chain wheel 6 a is swivelled inthe direction -R until the car 3 has been fully braked. With the aid ofthis construction, a rollback of the car 3 into the conveyor chain 5 dueto a malfunction has the effect that the forces acting on the occupantsare determined not by the fall height of the car 3, but by the propertyof the elastic element 16 or the elastic elements 16.

A combination with the embodiments shown in FIGS. 1 and 2 is also theobject of the invention. In this regard, the first chain wheel 6 a ofthe first transport system 4 and/or a first chain wheel 11 a of thesecond transport 9 can be mounted so as to be elastically preloaded.Should the first transport system 4 fail, the second transport system 9acts as anti-rollback device. The second transport system 9 can take onthe car 3 very gently through the swivelling of the first chain wheels 6a and 11 a. In this connection, the car 3 initially rolls back into thesecond transport system 9, as a result of which swivelling of the firstchain wheel 6 a may occur. In this way, rollback in the second transportsystem 9 is cushioned.

1. A fairground ride comprising a track, at least one car that can bemoved along the track, and at least one first transport system formoving the car along the track, wherein the first transport system hasat least one first drive, wherein the fairground ride has at least asecond transport system for onward transport and/or for braking of thecar should the first transport system malfunction.
 2. The fairgroundride in accordance with claim 1, wherein the second transport system hasat least one second drive.
 3. The fairground ride in accordance withclaim 1, wherein the first transport system and/or the second transportsystem has at least one anti-rollback device to prevent a backwardmovement in the event of malfunction by the first transport system. 4.The fairground ride in accordance with claim 2, wherein the firsttransport system and/or the second transport system has at least oneanti-rollback device to prevent a backward movement in the event ofmalfunction by the first transport system.
 5. The fairground ride inaccordance with claim 1, wherein the first transport system has at leastone first conveyor element which can be moved by the first drive for thepurpose of transferring the driving force of the first drive to the car.6. The fairground ride in accordance with claim 2, wherein the firsttransport system has at least one first conveyor element which can bemoved by the first drive for the purpose of transferring the drivingforce of the first drive to the car.
 7. The fairground ride inaccordance with claim 5, wherein the fairground ride has at least afirst coupling element for coupling and/or uncoupling the car to/fromthe first conveyor system.
 8. The fairground ride in accordance withclaim 6, wherein the fairground ride has at least a first couplingelement for coupling and/or uncoupling the car to/from the firstconveyor system.
 9. The fairground ride in accordance with claim 1,wherein the second transport system has at least one second conveyorelement for the purpose of transferring the driving force of the seconddrive to the car.
 10. The fairground ride in accordance with claim 2,wherein the second transport system has at least one second conveyorelement for the purpose of transferring the driving force of the seconddrive to the car.
 11. The fairground ride in accordance with claim 9,wherein the fairground ride has at least one second coupling element forcoupling and/or uncoupling the car to/from the second conveyor system.12. The fairground ride in accordance with claim 10, wherein thefairground ride has at least one second coupling element for couplingand/or uncoupling the car to/from the second conveyor system.
 13. Thefairground ride in accordance with claim 1, wherein the fairground ridehas a hydraulic motor with at least one non-return valve for preventingbackward movement of the first conveyor element and/or of the secondconveyor element.
 14. The fairground ride in accordance with claim 2,wherein the fairground ride has a hydraulic motor with at least onenon-return valve for preventing backward movement of the first conveyorelement and/or of the second conveyor element.
 15. A safety system for arail-mounted car in a fairground ride, wherein the safety system has aredundant transport system, which, in addition to a first transportsystem for moving the rail-mounted car, is arranged parallel to this.16. The safety system in accordance with claim 15, wherein the firsttransport system has at least one first drive, and the second transportsystem has a second drive.
 17. The safety system in accordance withclaim 15, wherein the first transport system has a first conveyorelement, and the redundant transport system has a second conveyorelement.
 18. The safety system in accordance with claim 16, wherein thefirst transport system has a first conveyor element, and the redundanttransport system has a second conveyor element.
 19. The safety system inaccordance with claim 15, wherein the first transport system has atleast one first coupling element, and the redundant transport system hasat least one second coupling element.
 20. The safety system inaccordance with claim 16, wherein the first transport system has atleast one first coupling element, and the redundant transport system hasat least one second coupling element.
 21. A method for operating afairground ride, especially a fairground ride according to claim 1,wherein a car is moved along a travel path by means of a first transportsystem, wherein the car is coupled to a first conveyor element which ismoved at a first speed, wherein a second conveyor element of a secondtransport system is, in regular operation, additionally moved inparallel to the first conveyor element at a second speed.
 22. A methodfor operating a fairground ride, especially a fairground ride accordingto claim 2, wherein a car is moved along a travel path by means of afirst transport system, wherein the car is coupled to a first conveyorelement which is moved at a first speed, wherein a second conveyorelement of a second transport system is, in regular operation,additionally moved in parallel to the first conveyor element at a secondspeed.
 23. The method in accordance with claim 21, wherein the car isengaged with the second conveyor element in regular operation.
 24. Themethod in accordance with claim 22, wherein the car is engaged with thesecond conveyor element in regular operation.
 25. The method inaccordance with claim 21, wherein the second speed is at least as highas the first speed.
 26. The method in accordance with claim 22, whereinthe second speed is at least as high as the first speed.
 27. A methodfor recovering a car in a fairground ride, especially a fairground ridein accordance with claim 1, comprising the following steps: a) Provisionof a primary transport system; b) Provision of a secondary transportsystem, wherein the secondary transport system is especially capable ofbeing driven independently of a first transport system; c) Connection ofthe car to the secondary transport system should the first transportsystem fail; d) Detachment of the car from the primary transport system;and e) Onward transport of the car by the secondary transport system.28. A method for recovering a car in a fairground ride, especially afairground ride in accordance with claim 2, comprising the followingsteps: a) Provision of a primary transport system; b) Provision of asecondary transport system, wherein the secondary transport system isespecially capable of being driven independently of a first transportsystem; c) Connection of the car to the secondary transport systemshould the first transport system fail; d) Detachment of the car fromthe primary transport system; and e) Onward transport of the car by thesecondary transport system.